Motor truck



July 9, 1940. L'. M. vlLEs Er AL ATTORNEYS.

1 INVENTORS:

H10/eme!! Jfdes `uly 9,` 1940. l L. M. vlLEs Er AL MOTOR TRUCK Filed June l5, 1958 6 Sheets-Sheet 2 Il L www@

INVENTORS:

July 9, 1940. L@ M vim-:s Er-AL 2,207,447

MOTOR TRUCK Filed June 13, 1958 e Sheets-sheet 5 75 77 ATTORNEYS, 1

July 9, 1940. SL. M. vlLEs Er A1.

MOTOR TRUCK 6 Sheets-'Sheet 4 Filed June 13, 1938 n n MW 2 3W.. w w .0 H l .j 1 l. M m Mw n w n Q F |||l|l EL MY 9,. i940- L. M. vlLEs ET AL 2,207,447

V MOTOR TRUCK I Filed June l5, 1938 6 Sheets-Sheet 6 Patented July 9, 1940 UNITED STATES MOTOR TRUCK Lawrence M. viles, Chicago, and Hugh S. Brown, Harvey, Ill., assignors to lThe Buda Company, Harvey Ill., a corporation oi'. Illinois Application June 13, 1938, Serial No. 213,362

10 Claims.

This invention relates to motor driven vehicles. While the specific embodiment herein shown is a truck intended for use in industrial establishments, it is to -be understood that the invention is not to be limited to any speciiic use. Certain features are, furthermore. of general application.

'Ihe preferred embodiment of our invention, herein shown, comprises a truck of the character stated of rugged construction, which has a low center of gravity, requires but slight floor clearance, is capable of making turns of short radius,

has an adequate power plant, will not stall under conditions ordinarily encountered in use `and reduces re hazard; all desirable characteristics in industrial trucks. More specifically, we provide an internal combustion engine of improved construction, air cooled in a novel manner eliminating necessity of using a fan or other power consuming cooling means, in association with novell transmission and control means, to the end o1' utilizing to maximum advantage the power output of the engine for starting and propelling the` truck, while enabling starting from standstill with heavy load and without stalling of the engine. We also provide novel brake operating and control means effective for braking the truck and preventing accidental starting thereof if it is left unattended with the motor running. A further feature of importance is the power unit and associated transmission means, so constructed as to assure accuracy in assembly and providing a variable slip drive under direct control of the operator, for starting, of such character that the operator can readily determine the amount of slippage occurring'and regulate it to suit requirements, while 'assuring that the cooperating elements of the transmission will be locked in predetermined driving pressure contact one with the other during normal travel of the truck. The power unit is disposed adjacent one side of the truck, within a hood carrying the operators seat, and steering is laccomplished by a dirigible front Wheel disposed nearer that side of the truck than the other side thereof, with a view to providing at the other side of the truck an unobstructed deck for articles oi' considerable length, while assuring stability and facilitating the making of short turns. In the drawings:

` Figure 1 is a plan view of a truck embodying our invention; l

Figure 2 is a side view, on an enlarged scale and partly broken away, of the truck of Figure l:

(Cl. 18th-27) Figure 3 is an underneath view, partly broken away, of the truck of Figure 2;

Figure 4 is a side view, on an enlarged scale and with certain parts broken away, of the power plant vcomprising the engine and transmission 5 and associated parts, as viewed from the left hand side of the engine, certain parts of the truck frame being shown in section:

Figure 5 is a back view of the power plant of Figure 4, certain parts being broken away and l0 certain parts ofthe truck frame and hood being shown in section;

Figure 6 is a sectional view through the transmission, on an enlarged scale, taken substantially on line 6 6 .of Figure 4, certain parts being l5 shown in plan and certain other parts being broken away, certain elements of the truck frame being shown in plan;

Figure 'I is fragmentary view on the order of Figure 6 but showing one of the transmission 20 cones in driving contact with the drive cone;

` Figure 8 is a fragmentary sectional view, on an enlarged scale, taken substantially on line 8-8 of Figure 2 Figure 9 is a plan view of the oil pan; 25

Figure 10 is a sectional view taken substantially -on line I ll-I Il of Figure 9;

Figure 11 is a side view, with parts broken away, of the engine with the cooling means applied thereto, as viewed from the left hand side 30 of the engine;

Figure 12 is a sectional view taken substantially on line I 2-I 2 of Figure 13;

Figure 13 is a sectional view taken substantially on line I3'-I3 of Figure 12; and 35 Figure 14 is a sectional view taken substantially on line I4I I of Figure 11.

The truckl comprises a frame I5 of angle and channel iron construction, generally rectangular in plan and of reduced width at its rearward 40 portion, which supports a channel member IIS vequal in length to thewidth of the main portion of frame I5, the latter having a forward tapering portion I1, from which extends a front member I8 of rounded v-shape in plan constituting 45 a nose member. A depending skirt I9 of sheet metal extends about the frame defining the outline thereof. The elements of the frame may be secured together by welding or in any other suitable manner, and the frame and associated parts 50 are suitably connected together and'braced in appropriate manner. Frame I5 carries a platform 20 constructed of any' suitable material, preferably of wood and formed of boards of suitable thickness. This platform may be provided 55 with an appropriate covering of sheet metal. The rounded nose I8 of the frame may conveniently be used for pushing open swinging doors, and for analogous purposes, in the travel of the truck.

A rear axle 2| is rotatably mounted in journal boxes 22 appropriately fixed on frame |5, this axle carrying two ground wheels 23 and 24 disposed adjacent the side of the frame but within the outline of skirt I9. Each of the ground wheels is provided with a pneumatic -tire 25 of ample proportions for cushioning the truck in the travel thereof, these tires, due to their yielding characteristicshreducing likelihood of stalling of the truck due to the wheels encountering articles on the factory floor, of appreciable'height and which would be apt to causestalling of the truck if the latter were provided with solid or nonyielding tires or wheels. In order to facilitate turning of the truck and prevent objectionable wear of the tires 25, one of the wheels, preferably wheel 23, is free to turn on the axle 2l and the other wheel 24 is fixed to axle 2l to be driven thereby. The mounting of the wheels upon the axle in the manner stated may be accomplished in any suitable manner and need'not be illustrated nor described in greater detail, it being suiilcient to note that one wheel, preferably wheel 23, is free from axle 2| for rotation relative thereto, the other wheel 24 being fixed to axle 2| to be driven thereby.

A horizontally disposed countershaft 26 is rotatably mounted, at the mid-portion of frame I5, in bearing boxes 21 appropriately secured to the frame, this countershaft being disposed in front of and parallel with axle 2|. The latter has a sprocket wheel 2B secured thereon, in a known manner, aboutwhich passes a sprocket chain 29, this chain also passing about a sprocket-wheel 30 secured upon countershaft 26. This latter shaft has associated therewith, at one end thereof, brake means which may be of any suitable type. We have shown, by way of example, an expanding type of brake means comprising a drum 3| within which are disposed cooperating brake shoes normally held in inoperative position and moved into operative position by appropriate operating means which will be described more in detail presently. The brake means may be of any suitable known construction and need not be illustrated nor described here in greater detail.

An engine hood 32, of suitable construction, extends upward from platform 20, about a rectangular opening 33 (Figure 3) through the platform adjacent one side and the frontthereof. The front of hood 32 is provided with a screen 33 and is otherwise open for entry of air. Adjacent its upper end hood 32 is provided with a seat deck 34 above which is disposed a seat 35 hinged at its front, at 3B, in the hood for rocking movement about an axis extending transversely of the truck. Seat 35 is connected, adjacent its rear end, by a link 31 and shackle 38, to the forward end of the upper arm of an angle lever 33 pivoted on a post suitably secured, as by welding, to a frame member 4|. A rod 42 is connected at its rearward end, by a shackle 43, to the lower end of the other arm of lever 39, the forwardend of rod 42 being connected, by a tension spring 44, to a cross frame member 45. It will be seen (Figure 2) that seat 35 normally is held raised by tension spring 44. The lower arm of lever 39 is also connected, by a. cable 46, to brake operating arm 41 associated with the brake drum and the cooperating brake means enclosed thereby. The length of cable 46 and the strength of tension spring 44 are such that, when seat 35 is in its raised position, brake arm 41. is moved forward 'a sufficient distance to apply the brake in a manner effective to prevent operation of the truck. That acts as a safeguard to eliminate possibility of accidental starting of the truck in the event it should be left unattended with the engine running.-

A steering post 50 is suitably secured to, and extends upwardfrom, a channel member 5| secured to and extending across the front of frame |5. A steering rod 52 is rotatably mounted in post 50 and is held against downward movement `therethrough by a stop collar 53 suitably secured von rod 52. At its lower end rod 52 is secured to a fork 54 in which is rotatably mounted a dirigible front steering wheel 55 provided with a i pneumatic tire 56 similar to the tires 25 of the rear ground wheels. A handle 51, secured upon the upper end of rod 52, is disposed for ready access by the truck driver or operator seated upon the seat 35. It will be noted that steering post 55 and rod 52 are disposed nearer that side of the truck at which hood 32 is disposed than the other side of the truck and are within the lateral confines of hood 32, as is the front steering wheel 55 when the latter is disposed in its normal straight forward position.

A brake pedal 58 is pivoted at its lower end, on a 'bracket 53 projecting rearward from nose member I6, and extends upward through a slot 65 formed in a platform or deck 6| of member I3. Brake pedal 56 is connected, by a brake rod 62, to brake arm 41. When the operator is seated upon the seat 35, maintaining it depressed, the brake may be operated by means of pedal 58,

since the cable 46 is flexible and presents no objectionable interference to operation of the brake by means of the pedal. The brake may thus be operated in the usual manner when driving the truck and is automatically applied, in the manner previously described, when the operator is not in position upon the seat 35.

An internal combustion engine 65 is disposed within hood 32. This engine comprises an oil pan 66, a crank case 61 bolted to the oil pan, and cylinders 68 bolted to crank case 61 at opposite sides thereof, the engine shown being a two cylinder opposed piston engine with the cylinders thereof disposed horizontally. Engine 65 is suitably mounted upon the truck frame i5, in the manner illustrated or in any other suitable manner, A cylindrical bearing housing 531s bolted to the rearward end of crank case 61 and receives the rearward portion of the engine crank shaft 1D, the forward portion of which extends through a bearing box 1| at the front of the engine, a fly wheel 12 being secured upon the front end of ,crank shaft 10. Engine 35 is provided with a carburetor 15 from which intake conduits 16 extend to the cylinders 63, a breather device 11 connected to the crank case, a distributor 18, spark plugs 19, valves and valve operating means, and appurtenant parts, as will be understood and which arewell known in the art and need not be illustrated nor described here in detail. Conveniently, the truck is provided with a battery box 80 which may contain a dry battery as the source of electric current for the spark plugs 19. Any

other suitable source of electricity for that purpose may be provided. An accelerator pedal 8| is pivoted at 82 upon deck 6| of nose member i8, and normally is held raised by a compression spring 63 disposed about a rod 84 slidable through deck 6|, pedal 8| resting upon the upper end oi' this rod. The lower end oi' rod 84 is pivoted to one arm of a bell crank lever 05 pivoted on a bracket 96 depending from deck 9|. The other arm of bell crank lever is suitably connected, in a known manner, to throttle valve 31 of the carburetor 15. The latter is also provided with the usual choke valve 98 connected, in a known manner, to a choke control rod 89 slidably mounted in hood 32, at the front thereof, adjacent seat 35. The accelerator` pedal and the brake pedal are disposed adjacent each other and in front and to the right of the steering post, being readily accessible to an operator upon seat 35 for controlling the drive of the truck. Y

Two arms 9| and 92 extend upwardly and rearwardlyfrom oil pan S6 and are formed integrally therewith. Arm 9| carries, at its upper end, a bearing sleeve member 93 which cooperates with a cap 90, bolted thereto, to provide a bearing sleeve supported by arm 9|. This bearing sleeve is disposed coaxially with a bearing sleeve carried by arm 92, comprising a lower section 96B and a cap 95 bolted thereto. A friction drive cone 95 is secured upon therearward end of crank shaft 70,

.arms 9|y and 92 projecting beyond this end of the crank shaft at opposite sides thereof and the common axis of the bearing sleeves carried by these arms being perpendicular to and in thel plane of the axis of the crank shaft. 'I'he bearing sleeve comprised of members 93 and 90 is provided with a sectional liner 97, which slidably receives a cylindrical member 98 within which is mounted a ball bearing 99, conned between an interior shoulder |00 in member 98 and a collar l0! fitting in the outer end of member 90 and held against outward movement therein by a retaining ring |02 of known type. Inner race |03 of ball bearing 99 is confined between a shoulder |05 of a transmission shaft 05, extending through member 98 coaXially therewith, and hub |05 of a sprocket wheel I0? splined upon a reduced end portion |08 of shaft |05. Sprocket wheel |01 is' confined between cage |03 and a castle nut |09, threaded upon a reduced screw stud |0 at the outer end of portion |08 of shaft |05. The other bearing sleeve carried by arm 92 and comprising the sections E and 95, is provided with a sectional liner which slidably receives a bearing member I2, within which is disposed a ball bearing ||3, confined between an interior shoulder Hd of member ||2 and a collar ||5 fitting within the inner end portion of member il 2 and confined against inward movement, by a retaining ring ||6 of known type and in a known manner. Inner race ||ll of ball bearing ||3 is confined between a shoulder ||8 of shaft |05, and a nut ||9 threaded upon a reduced screw stud |20, at the outer end of reduced portion |2| of shaft |05. I'he latter shaft is thus mounted for rotation on the arms 9| and 92 and for lengthwise movement relative to these arms. Forming arms9| and 92 integrally with the oil pan 56 is advantageous, as assuring accurate alignment of the bearing sleeves carried by these arms and facilitating assembling and mounting of the transmission shaft |05 and associated parts.

Two opposed friction transmission cones |22 are feathered upon shaft |05, by means of keys |23, at opposite Vsides of thedrive cone 96, the latter being provided with a wearing friction surface and the friction surfaces of the cones |22 being non-wearing. A coil compression spring |24 is confined between cones |22, about the hubs |25 thereof, and holds the cones spaced apart i n contact with washers |26 confined between the outer ends of the hubs of the cones and nuts |21 threaded upon shaft |05. The spring 24 and the nuts |21 provide convenient means for effecting adjustment of the cones |22 and maintaining them in such adjustment. Normally shaft |05 is in neutral position with the cones |22 out of contact with cone 96, as shown in Figure 6.

Member 2 isv provided, at its outer end, with an integral yoke |30 substantially circular in plan,

as shown in Figures 6 and 7. This yoke |30 is provided with two diametrlcally opposite inwardly extending cam elements |3| which contact a disc cam |32 disposed within the yoke. Disc cam |32 is eccentrically secured upon a shift rod |33, rockably mounted through bearing bosses 34 and |35 formed integrally with bearing sleeve sections 94B and95, respectively, at the outer end thereof. Rod |33 is disposed vertically, as shown in Figures 3 and 4, and is limited against downward movement by a ystop collar |31 secured thereon and contacting Jthe upper f ace of boss |35. An arm |38 is secured on the lower end of rod 3,3 and has pivoted thereto one end of a link |39, to the other end f which is attached one end of a tension coil spring |00, the other end of this spring being attached to a filler plate ISI, to which the outer cylinder of the engine is bolted, as shown in Figures 3 and 4, plate Uil being suitably secured, as by welding, to the left hand side rail of frame I5. In the neutral position of transmission shaft |05 tension spring |00 is in dead center position with relation to its point of attachment to plate shift rod |33 and the point ofattachment of link |39 to arm |38; as shown in Figure 6. Upon movement of shift rod |33 in either direction, from neutral position, the line of tension of spring |60 is moved to one side of the axis of rod |33, this spring then acting to complete the throw of cam |32 for shifting transmission shaft |05 lengthiwise. In Figure 7 the parts are shown in the positions which they occupy when shaft |05 has been shifted'upward, as viewed in Figures 6 and 7, so as to bring one of the cones |22 into drivin'g contact with the drive cone 96 under driving pressure contact, as shown in Figure 7, in which position that transmission cone is locked by the cam |32, spring |60 being effective for maintaining predetermined driving contact pressure between the transmission cone and the drive cone. In like manner, if rod 33 be turnedin the opposite direction so asto move the line of tension of spring |60 beyond center, the spring and associated'parts will function to shift shaft |05 in the opposite direction, so as to bring the other transmission cone into friction driving contact with drive cone 96, and lock the shaft in such position while maintaining the transmission cone in contact with the drive cone under predetermined driving contact pressure.

An operating arm |43 is secured upon the upper end of shift rod |33 and is connected, by

a linkv |44 (Figures 2 and 5), to an arm |45 is engaged in recess |09, cam |32 is in neutral f position, with transmission shaft |05 and the transmission cones |22 occupying the positions shown in Figure 5, tension spring |40 being then in on dead center position. By releasing lever |41 from rack |50, which may be accomplished by moving this lever a short distance in either direction, as indicated by the arrows in Figure 8, shift rod- |33 is turnedso as to move the line oi tension of spring |40 beyond center position, after which the spring and associated parts act to shift transmission shaft |05 and complete the throw thereof, so as to move one of the transmission cones |22 into driving pressure contact with the drive cone 95, in the manner previously described.

Sprocket wheel |01, secured upon the inner end of transmission shaft |05, receives a sprocket chain |52 passing thereabout and about a sprocket wheel |53 secured on countenshaft 25. That provides driving connection from the transmission shaft |05 to rear axle 2|, by means of which the truck may be driven either forwardly or rearwardly, as required, by proper adjustment of the transmission shaft.

By means of the control lever |41 the effective pressure contact between either of the transmission cones |22 and the drive cone 55 may be regulated to a nicety, in opposition to the tension of spring |40, to permit of slippage between the cones, and the operator can readily determine by feel through the control lever |41 the amount of slippage thus permitted. That is of particular advantage in starting from standstill under heavy load, since it permits of starting the truck under considerable initial slippage and gradually decreasing the slippage as the truck comes up to speed, thus avoiding stalling of the engine. Since the friction wear surface is on the drive cone 95, as previously noted, such slippage is not objectionable and will not result in flats being worn upon the cones |22, the wear on cone 95 being distributed uniformly about the latter, which maintains it to conical shape.

With the operator upon seat 35, and the engine disposed at the left hand side of the truck, the weight is so distributed that more weight is disposed at the left hand side of the lengthwise axis of the truck than at the right hand side thereof. That is advantageous in that the weight at the left hand side of the truck permits of long lengths being carried upon the unobstructed deck portion of the platform, to the right of the engine hood, without objectionably disturbing stability of the truck, since the weight of articles disposed upon the deck portion will be compensated for, to considerable extent at least, by the extra weight of the truck at the left hand side thereof. On the other hand, disposal of the front steering wheel to the left hand side of the lengthwise axis of the truck, as previously described, permits of short turns being made and eliminates likelihood of tipping over of the truck when making short turns, as will bebbvious. Since the left hand rear wheel of the truck is the driven wheel, the reaction thereof also tends to counteract any tendency to tipping over of the truck due to the greater portion of the weight, when unloaded, being at the left hand portion of the truck.

Referring to Figure 3, more particularly, it will be noted that the means for adjusting the transmission shaft |05 lengthwise is disposed at the outer end* of that shaft, the countershaft 26 is disposed between and parallel with transmission shaft |05 and axle 2|, the drive between the transmission shaft |05 and the countershaft 26 is from the inner end of shaft |05 to shaft 25,

at the opposite side of sprocket wheel 30 from the brake means 3|, the latter being at the end of countershaft 25 more remote from the transmission cones. The transmission and associated countershaft and the axle 2|, together with the brake means, are thus so disposed as to provide a compact arrangement, which occupies comparatively little space and in which all of the cooperating parts may readily be accommodated in a manner such as to require but comparatively little floor clearance for the body of the truck.

In order that the power of the engine may be utilized for propelling the truck, to maximum advantage, we provide novel air cooling means for the engine, which does not consume any useful portion oi' the power thereof, such as occurs where a cooling fan or like cooling means is employed. Referring more particularly to Figures 11 to 14, inclusive, each cylinder 68 of the engine is provided with circumferential cooling fins and has, at its outer end, a head |55 of generally rectangular form as viewed from its outer face, this head also being provided with cooling fins a number of which extend the full width of the head. as shown in Figure 12. A sheet metal casing |58 encloses each cylinder head |55. This casing comprises a base plate |51 secure about cylinder 58 adjacent the inner face of head |55 and provided, at its lower edge, with an integral flange |58 extending beneath cylinder head |55. A box-like body |60 extends over and about cylinder head |55 and is provided with a flange |5| extending about one end and the top thereof, this flange being secured to plate |51 in a suitable manner, as by means of screws |52 and associated nuts |53. Bottom wall |54 of body or cover |50 is provided with slots |55, which fit about bolting lugs |55 formed integrally with cylinder head |55 at the bottom thereof. Bolts |51 pass through f'lller plate |4I, ange |58 of plate |51, and bosses |55. Nuts |51a are screwed onto the upper ends of bolts |51, and flange |58 is clamped between bosses |55 and ller plate |4|, as shown in Figures 12 and 13. In the case of the cylinder at the inner side of the engine, the bolts |81 pass through frame member 4|, as shown in Figure 3.

Casing |55 is provided, at its rearward end, with an upwardly projecting and forwardly opening hood |59, and with a flange secured by screw and nut means to the rearward edge portion of plate |51. Adjacent its forward end base plate |51 is provided with an outwardly offset arcuate portion |1|, which receives the upper inner portion of a cylindrical tube |12, which extends downward through the bottom and one side of casing |55. Tube |12 extends upwardly within casing |55 for a considerable distance and projects downwardly through this casing for approximately one-half of its length, this tube being inclined downwardly and the two tubes being disposed a short distance in front of the engine flywheel 12 and converging downward, as shown in Figure 3. An exhaust pipe or conduit |13 leads from each cylinder head |55 and curves downward into the upper end portion of tube |12, this exhaust pipe being of less diameter than the interior dia'meter of tube |12 and having its lower end spaced a considerable distance above the lower end of the tube.

In the operation of the engine, the exhaust gases are discharged through exhaust pipe |13 under considerable velocity, expelling the air from the lower portion of this tube, as indicated in Figure 14, thus creating a partial vacuum Withasoma? in casing |56 and inducing air into this casing through hood |69. 'I'he entering air flows about and across the engine head |55, lengthwisel of casing |56 and parallel with and between the longer cooling flns on the outer face of the engine head, as indicated bythe arrows in Figure 12, thence into the upper end of tube |12 through which the air is discharged to atmosphere. In this manner, the exhaust of the engine produces a continuous ow of cooling air over the engine head and exhaust pipe, and between the fins of the engine head, cooling the engine in an eilicient manner and avoiding all necessity of utilizing a portion of the engine power for driving a fan or other cooling apparatus. The'higher the engine speed or power, the greater is the amount of air iiowing through casing |56 and, therefore, the greater the cooling effect. Further, the casings |56 occupy but little more space than the engine heads and appurtenant parts, no additional space being required to accommodate such casings. That is of advantage as reducing the necessary space occupied by the engine and the parts appurtenant thereto, thereby reducing the necessary overall dimensions of the engine hood.

In certain figures of the drawings, particularly Figures 2, 4 and 5, the casings 56 about the cylinder heads have been omitted, for clearness of illustration. It will be understood, however, that we contemplate using the engine cooling means, comprising the casings |56and associated elements, in all cases where cooling of the engine is either necessary or desirable. It will further be seen that this particular means for cooling the engine is of advantage as being conducive to a light weight power plant, which is desirable in an industrial truck. Further, since the exhaust gases are mixed with relatively large volumes of cooling air, the temperature of such gases is lowered thereby reducing the fire hazard.

The construction of the oil pan is shown more in detail in Figures 9 and l0. It is, in general, of box-like formation, being provided through itstop wall with a rectangular opening surrounded by a bolting seatV or flange i715, approl priately bored and tapped for reception of bolts by means of which the crank case 6l is bolted to the oil pan, and may also be bored and tapped for bolts or screws for attaching appurtenant devices to the engine. Adjacent its rearward end oil pan 66 is provided with a transverse thickened rib llt appropriately bored and tapped, for reception of cap screws by means of which bearing sleeve structure 69, for the rearward portion of crank shaft '|0,'is secured to the top wall of the oil pan. Rib |16 is further bored and tapped, adjacent one end thereof, to provide an oil opening normally closed by a screw plug l'i. At its rearward end, between the arms 9| and 92, oil

pan 66 is provided with a rearwardly projecting slotted foot or pad |18, bolted to cross member i8@` of frame l5, as shown more clearly in Figure 4, an adjusting screw |8| being threaded through the vertical arm of member and contacting the rearward end of member |16, for effecting adjustment of the engine forwardly relative to the frame, in mounting of the engine. The bottom of oil pan 56 is closed by a ribbed bottom plate |83, bolted. thereto and provided with a drainage opening normally closedby a screw plug |86, as shown more clearly in Figure-3.

A tank T, also disposed beneath engine hood 32, is provided for supplying fuel, such as gasoline, to the carburetor 15, which delivers an appropriate fuel mixture to the cylinders of engine 65.

It will be noted that the platform and the frame of the truck are unsprung from the rear axle 2| and the front fork 54. The pneumatic tires 25 and 58 are of ample dimensions and of large cross-section relative to the ground wheels. and sufiice to cushion effectively shocks due to the ground wheels encountering unevennesses in the traction surface, or articles thereon, while preventing stalling of the engine from such causes, as previously noted. The use of the pneumatic tires in the manner referred to has the advantages stated, and has the additional advantage that it eliminates necessity Aof supporting springs for the frame and platform of the truck, which accordingly has exceptionally small clearance, particularly desirable in industrial truckS. l 5

While we preferably employ an engine and transmission of the particular construction herein disclosed, that is not essential to our invention Vin certain of the broader aspects thereof, as will appear from the above. We do not, therefore, intend to be limited to the particular details of our invention as herein disclosed,l except in so far as we may be so limited by the appended claims.

We claim:

l. In an industrial truck of the character described, a frame and a platform carried thereby, a rear axle extending transversely of said frame and ground wheels .on said axle, an internal combustion engine adjacent one side of said frame with its crank shaft disposed lengthwise thereof, a horizontal transmission shaft mounted for lengthwise movement adjacent the rearward end of said engine with its axis intersecting the axis of the engine crank shaft, a friction drive cone secured on the rearward end of the-latter shaft, two friction transmission cones keyed on said transmission shaft at opposite sides of said drive cone and movable into and out of contact therewith by lengthwise adjustment of saidv transmission shaft, a countershaft between and parallel with said transmission shaft and said axle, adjusting means connected to the outer end of said transmission shaft, flexible driving connections between the inner end of said transmission shaft and said countershaft, and driving connections between'said countershaft and said axle.

2. In an industrial truck of the character described, a rear axle and two ground wheels thereon, -an internal combustion engine comprising a crank shaft, a friction drive cone secured on one end of said shaft, a transmission shaft movable lengthwise, driving connections between said rear axle and said transmission shaft, two friction transmission cones secured on said transmission shaft at opposite sides of said drive eonefand means for adjusting said transmission shaft lengthwise for selectively moving said transmission cones into and out of contact with said drive cone, said adjusting means comprising yielding means and supplementary means for locking said transmission cones in driving pressure contact with said drive cone and for variably reducing the eective pressure between said drive and transmission cones in opposition to said yielding means.

3. In an industrial truck of the character described, a rear axle and two ground wheels thereon, an internal combustion engine comprising a crank shaft, a friction drive cone secured on one end of said shaft, a transmission shaft, driving connections between said rear axle and said transmission shaft, two friction transmission contact with said drive cone, said adjusting vmeans comprising yielding means and supplementary means for locking said transmission cones in driving pressure contact with said drive cone and for variably reducing the effective pressure between said drive and transmission cones in opposition to said yielding means.

4. In a drive unit for an industrial truck, an

internal combustion engine comprising a crank shaft, arms rigid with and projecting from said engine beyond said shaft at one end and at opposite sides thereof, a friction drive cone secured on said'end of Vsaid shaft, a transmission shaft supported by said arms, friction transmission cones secured on said transmission shaft at opposite sides of said drive cone, and means for selectively moving said transmission cones into and out of contact with said drive cone.

5. In a drive unit for an industrial truck, an internal combustion engine comprising a crank shaft, arms rigid with and projecting from said engine beyond said shaft at one end and at opposite sides thereof, a friction drive cone secured on said end of said shaft, a transmission shaft mounted on said arms for lengthwise movement, friction transmission cones secured on said transmission shaft at opposite sides of said drive cone, and means for adjusting said transmission shaft lengthwise for selectively moving said transmission cones into and out of contact with said drive cone. l

6. In a drive unit for an industrial truck, an internal combustion engine comprising an oil pan and a crank shaft, arms integral with and projecting from said oil pan beyond said shaft at one end and at opposite sides thereof. a friction drive cone secured on said one end of said shaft, a transmission shaft mounted on said arms for rotation and lengthwise movement, friction transmission cones keyed on said transmission shaft, 4

and means connected to one end of said transmission shaft for adjusting it lengthwise for selectively moving said transmission cones into and out of contact with said drive cone.

'7. In a drive unit for an industrial truck, a drive shaft, a friction drive cone secured on one end of said shaft, a transmission shaft. friction transmission cones mounted on said transmission shaft with driving connection thereto, at opposite sides of said drive cone, and means for adjusting said transmission cones axially of said transmission shaft for selectively moving them into and out of contact with said drive cone, said adjusting means comprising cam means, yielding means for turning said cam means into either of two operative positions edective for locking said transmission cones selectively in driving pressure contact with said drive cone, and means for variably reducing the effective pressure between said drive and transmission cones.

8. In a drive unit for an industrial truck, a drive shaft, a friction drive cone secured' on one end of said shaft, a transmission shaft adjustable lengthwise, friction transmission cones keyed on said transmission shaft at opposite sides of said drive cone, a yoke attached to one end of said transmission shaft, a cam cooperating withV said yoke for shifting said transmission shaft lengthwise in either direction, over-center spring means connected to said cam for completing throw of said transmission shaft and locking the latter in adjustment with the corresponding transmission cone in driving pressure contact with said drive cone, and means for manually adjusting said cam in opposition to said spring means for effecting adjustment of said transmission shaft and for variably reducing the effective pressure between said drive and transmission cones.

9. In a drive unit for an industrial truck, an internal combustion engine comprising a crank shaft and provided with two integral arms projecting beyond and at opposite sides of one end of said shaft, a friction drive cone secured on said end of said shaft, a transmission shaft mounted for rotation and lengthwise movement on said arms, friction transmission cones secured on said transmission shaft at opposite sides of said drive cone, a yoke attached to one end of said transmission shaft, a cam within said yoke cooperating therewith for shifting said transmission shaft, an arm secured to said cam, an

l over-center tension spring attached to said arm efl'ective for completing throw of said cam in either direction and locking said transmission shaft in lengthwise adjustment with one of said transmission cones in driving pressure contact with said drive cone, av control lever connected to said cam for adjusting it in opposition to said spring, and means for releasably holding said lever in neutral position with said spring on center and said transmission shaft in neutral position holding said transmission cones out of contact with said drive cone.

10. In an industrial truck of the character described.v a frame having at its front a forwardly' tapering nose, two rear ground wheels adjacent the sides of said frame, a power plant for driving said truck adjacent the front and one side of said frame and spaced from the other side thereof, a dirigible ground wheel disposed beneath said nose in front of said power plant adjacent the inner side thereof and nearer said one side of said frame than said other side of the latter, and an operators seat overlying said power plant.

LAWRENCE M. VILES. HUGH S. BROWN. 

